JPH057579B2 - - Google Patents

Description

[Detailed description of the invention]

(Industrial Application Field) The present invention relates to a hydraulically controlled automatic transmission equipped with a hydraulic control device that controls the speed change of a speed change drive device. (Prior Art) Conventionally, an automatic transmission transmits torque generated by an engine to a variable speed drive device via a fluid transmission device such as a torque converter, and changes speed by a plurality of planetary gear devices in the variable speed drive device. It is now possible to output In this case, each element of the planetary gear system is selectively engaged and disengaged by various clutches and brakes,
It is designed to obtain a predetermined gear ratio, and the clutch and brake are operated by a hydraulic servo. A hydraulic control device is provided to supply and discharge oil to and from each hydraulic servo. FIG. 4 is a schematic diagram of a variable speed drive system of an automatic transmission currently in use with four forward speeds and one reverse speed, and FIG. 5 is a hydraulic circuit diagram of the hydraulic control system. This automatic transmission includes a torque converter 200, an overdrive transmission 300A, and an underdrive transmission 300B with three forward speeds and one reverse speed.
3, a turbine 204, a stator 208, and a lock-up clutch 209, all of which are well known in the art. The pump 203 is connected to the output shaft of the engine, and the turbine 204 is connected to the input shaft 10. The input shaft 10 is the output shaft of the torque converter 200, and is also the input shaft of the overdrive transmission 300A, and is a carrier P of the planetary gear device of the overdrive transmission 300A.
Connected to 0. A planetary pinion rotatably supported by carrier P0 meshes with sun gear S0 and ring gear R0. A clutch C0 and a one-way clutch F0 are provided between the sun gear S0 and the carrier P0, and a brake B0 is provided between the sun gear S0 and the transmission case 130 that includes the overdrive transmission 300A.
is provided. The ring gear R0 of the overdrive transmission 300A is connected to an intermediate transmission shaft 11 that is an input shaft of an underdrive transmission 300B with three forward speeds and one reverse speed. A clutch C1 is provided between the intermediate transmission shaft 11 and the intermediate shaft 30A, and a clutch C2 is provided between the intermediate transmission shaft 11 and the sun gear shaft 29. Sun gear shaft 29 and transmission case 1
30 are provided with brakes B1, B2 and a one-way clutch F1. The sun gear S1 provided in the sun gear 29 is connected to the carrier P.
1. A planetary pinion supported by the carrier P1, a ring gear R1 meshing with the planetary pinion, a sun gear S2 provided on the sun gear shaft 29, a carrier P2, a planetary pinion supported by the carrier P2, The ring gear R2 meshing with the planetary pinion constitutes a two-row single planetary gear set. The ring gear R1 is connected to the intermediate shaft 30A, and the second row of carriers P1 is connected to the first row of ring gears R2.
1 and ring gear R2 are connected to the output shaft 12. Furthermore, a brake B3 and a one-way clutch F2 are provided in parallel between the first row carrier P2 and the transmission case 130. This speed change drive device is controlled by a hydraulic control device shown by a hydraulic circuit in FIG. This hydraulic control device includes an oil strainer 403 provided in an oil reservoir, an oil pump 411, and a pressure regulating valve (regulator valve) that drains hydraulic oil supplied from the oil pump 411 from a drain port 435 to regulate line pressure. ) 430, second pressure regulating valve 450, cutback valve 460, cooler bypass valve 415, pressure relief valve 106, 41
5, reverse clutch sequence valve 419, direct clutch control valve (lockup control valve) 470,
Throttle valve 500, manual valve 510, 1-
2 shift valve 520, 2-3 shift valve 530, 3-
4 shift valve 540, an intermediate coast modulator valve 545 that adjusts the hydraulic pressure supplied to the brake B1, a low coast modulator valve 550 that adjusts the hydraulic pressure supplied to the brake B3, and smooth engagement of the clutch C1. an accumulator 570A for smoothly engaging the clutch C2, an accumulator 580 for smoothly engaging the brake B2, and an accumulator 59 for smoothly engaging the brake B2.
0, Solenoid valves S1, S2, which are opened and closed by the output of the electronic control device (computer) and perform gear change control.
S3, consists of oil passages that communicate between each valve and the clutch and brake hydraulic cylinders. Table 1 shows the gear position and operating status of the clutch and brake.
Shown below. Table 1 shows the relationship between the shift position SP of the shift lever, the engagement state of each frictional engagement element, and the gear position of the planetary gear transmission mechanism during automatic shifting.

【table】

[Table] In Table 1, ○ indicates engagement of the friction engagement element, and blank indicates release. ○ in S1 and S2 indicates that the solenoid is energized, and × in S1 and S2 indicates that the solenoid is not energized. (Problems to be Solved by the Invention) However, in the above-mentioned conventional hydraulically controlled automatic transmission, the transmission speeds such as from N (neutral) to P (parking), from N to D (drive), from N to R (reverse), etc. If you perform a shift operation when the engine speed is low, the hydraulic oil pressure supplied to the hydraulic control device will be low due to the low engine speed, and the shift operation will cause an instantaneous overshoot in the hydraulic control device. This causes a peak in the output shaft torque, causing discomfort to vehicle occupants. An example of a shift operation from N to R is shown in FIG. When shifting from N to R, clutch C2 and brake B, which are in the released state, as shown in Table 1.
3 are engaged simultaneously. In the figure, the dashed line a is the line pressure regulated by the pressure regulating valve 430, the four-dot chain line b is the supply pressure to the hydraulic servo B-3, and the three-dot chain line c is the supply pressure to the hydraulic servo C-2. Indicates the supply pressure of Time 0 shown on the horizontal axis
Assuming that the shift is made from N to R in seconds, the pressure regulating valve 430 is activated and the line pressure a increases by about 0.6 kg/ ^cm2 , and this line pressure a is supplied to the hydraulic servo B-3 and the hydraulic servo C-2. As a result, supply pressures b and c rise. Hydraulic servo B-3 and hydraulic servo C
When hydraulic oil with line pressure a is supplied to -2, the engine speed is low (idling state), so the amount of oil supplied from the oil pump 411 is insufficient, resulting in 0.3
The line pressure a drops for about seconds. In particular, in the case of brake B3, since the number of thin plates constituting the frictional engagement elements is large, hydraulic servo B-3
The oil chamber uses a double piston,
As a result, a large amount of oil is required to generate the apply pressure. Therefore, the shortage in the amount of supplied oil also increases. Since the pressure regulating valve 430 is displaced due to this decrease in line pressure a, the drain port 435 is momentarily blocked, and the hydraulic oil supplied from the oil pump 411 momentarily flows into the line pressure a. This will cause an overshoot. This overshoot affects the supply pressure b of the hydraulic servo B-3, the supply pressure c of the hydraulic servo C-2, and the back pressure of the accumulator 580, which are formed in response to the supply of hydraulic oil at the line pressure a. , similar overshoots occur in each hydraulic pressure. Therefore, the brake B3 and the clutch C2 are instantaneously engaged, and a peak occurs in the output shaft torque as indicated by the broken line e in the figure. The present invention solves the problems of the conventional hydraulically controlled automatic transmission described above, and when line pressure is supplied to the hydraulic servo, the line pressure in the hydraulic control device momentarily drops, causing overshoot. The object of the present invention is to provide a hydraulically controlled automatic transmission that does not generate (Means for Solving the Problems) To achieve this, the hydraulically controlled automatic transmission of the present invention includes: an oil pump that is driven by engine rotation and discharges oil in accordance with the engine rotation speed; a pressure regulating valve that receives oil discharged by the pump, adjusts the pressure to a required oil pressure in a hydraulic circuit, and outputs it to a pressure regulating oil path; A manual valve that selectively distributes the regulated oil; and a plurality of hydraulic pressures that selectively receive the oil distributed by the manual valve to engage and disengage a plurality of frictional engagement elements including those for forward movement and reverse movement. The present invention is characterized by comprising: a servo; and an accumulator that is directly connected to the pressure regulating oil path and stores the pressure of oil regulated by the pressure regulating valve. (Operations and Effects of the Invention) According to the present invention, as described above, an oil pump is provided which is driven by the rotation of the engine and discharges oil in accordance with the engine rotation speed, and the pressure regulating valve is connected to the oil pump. It receives the discharged oil and adjusts it to the required oil pressure within the hydraulic circuit. An accumulator is directly connected to the pressure regulating oil passage whose hydraulic pressure is regulated by the pressure regulating valve, and accumulates the regulated hydraulic pressure. The adjusted hydraulic oil is sent to the hydraulic servo,
Selectively engage and disengage the frictional engagement elements. If the amount of oil supplied to the hydraulic circuit is insufficient due to a large amount of oil being supplied to the hydraulic servo, or if the amount of oil supplied to the hydraulic circuit is momentarily insufficient due to the oil pump. In addition, the oil pressure accumulated in the accumulator can prevent the oil pressure from decreasing. In addition, it is possible to prevent line pressure overshoot due to a momentary drop in oil pressure due to the supply of hydraulic oil to each hydraulic servo, thereby preventing unnecessary peak torque from occurring on the output shaft. This eliminates discomfort for vehicle occupants. Furthermore, the oil pump can be downsized. (Example) Hereinafter, an example of the present invention will be described in detail with reference to the drawings. FIG. 1 shows a hydraulic circuit of a hydraulic control circuit to which the hydraulically controlled automatic transmission of the present invention is applied, and FIG. 2 shows a sectional view of the automatic transmission for a vehicle. The automatic transmission 100 includes a hydraulic torque converter 200, a variable speed drive device 300, and a hydraulic control device 400. The variable speed drive device 300 includes a first planetary gear device U
0, an overdrive transmission 300A comprising one multi-disc clutch C0, one multi-disc brake B0, and one one-way clutch F0 operated by a hydraulic servo, a second planetary gear device U1, and a third planetary gear device U2, two multi-disc clutches C1, C2 operated by hydraulic servos, one belt brake B1, two multi-disc brakes B2, B3,
and an underdrive transmission 3 with three forward speeds and one reverse speed, comprising two one-way clutches F1 and F2.
00B. A transmission case 110 of the automatic transmission 100 is a transmission that is integrally formed with a torque converter housing 120 that houses a torque converter 200, and chambers that house an overdrive transmission 300A and an underdrive transmission 300B. It consists of a case 130 and an extension housing 140 that covers the rear side of the automatic transmission 100, and these torque converter housings 1
20, transmission case 130, and extension housing 140 are each fastened with a large number of bolts. The torque converter 200 has a torque converter housing 120 that is open at the front (engine side).
A front cover 201 is housed in the interior and rotates under the drive of an engine (not shown); a circular plate-shaped rear cover 202 welded to the inner periphery of the front cover 201; a pump impeller 203, a turbine runner 204 disposed opposite the pump impeller 203, a turbine shell 205 holding the turbine runner 204, and a one-way clutch 206.
A stator 208 is supported by a fixed shaft 207 connected to the transmission case 110 and increases the torque capacity when the input rotation speed is low; A lock-up clutch 209 is provided which directly connects the clutches 205 and 205 with the same rotation. An external gear 15 is disposed inside the torque converter housing 120 and a cylindrical transmission case 130 continuous to the rear of the torque converter housing 120.
An oil pump body 152 that accommodates an internal gear oil pump 150 having an internal gear 150a and an internal gear 150b and has a cylindrical portion 151 protruding forward on its inner periphery is fastened to the front part of the transmission case 130, and is fastened to the front part of the transmission case 130. An extension member 210 connected to the inner circumferential end of the external gear 202 is spline-fitted to the inner circumference of the external gear 150a via the inner circumference of the cylindrical portion 151. Further, an oil pump cover 154 having a cylindrical front support 153 that is coaxial with the cylindrical portion 151 and protrudes rearward is fastened to the rear side of the oil pump body 152, so that the oil pump housing 152 and the oil pump cover 154
forms a partition between the torque converter housing 120 and the transmission case 130. Further, in the middle of the transmission case 130, a rearwardly protruding cylinder partitions an overdrive mechanism chamber 130A in which an overdrive transmission 300A is formed and an underdrive mechanism chamber 130B in which an underdrive transmission 300B is formed. An intermediate support wall 132 having a center support 131 having a shape is provided. A rear support wall 134 having a cylindrical rear support 133 protruding forward is provided at the rear (right side in the figure) of the transmission case 130. A fixed shaft 207 of a one-way clutch 206 that supports a stator 208 of a torque converter 200 is fitted inside the front support 153.
A torque converter 200 is installed inside the fixed shaft 207.
The input shaft 10 of the variable speed drive device 300 is the output shaft of the
is rotatably supported. The input shaft 10 has a flange portion 101 at the rear end, and a rearward hole 102 is formed at the center of the rear end. An intermediate transmission shaft 11 arranged in series with the input shaft 10 is rotatably mounted behind the input shaft 10, and the tip of the intermediate transmission shaft 11 is connected to the hole 10 of the input shaft 10.
2, has a flange portion 111 at the rear end of the intermediate transmission shaft 11, and has a rearward-facing hole 1 in which the tip of the output shaft 12, which transmits power to the driving wheels, slides in the center.
12 are formed. The output shaft 12 includes an electronically controlled sensor rotor 121 and a speedometer drive gear 11 within an extension housing 140.
A spline groove 123 is formed on the outer periphery of the rear end in order to fit a sleeve yoke that transmits power to the drive wheels, and the extension housing 140 is rotatably supported through the sleeve yoke. Mainly, the front end portion is rotatably supported within the hole 112 of the intermediate transmission shaft 11 . In the overdrive transmission 300A, a first planetary gear unit U0 is provided behind the input shaft 10, a ring gear R0 thereof is connected to the intermediate transmission shaft 11 via a flange plate 113, and a planetary carrier P0 is connected to the input shaft 10. The sun gear S0 is formed by the inner race shaft 13 of the one-way clutch F0. On the front side of the first planetary gear device U0, there is a first
A hydraulic servo drum 14 is fixed to the inner race shaft 13, and the outer peripheral wall 1 of the first hydraulic servo drum 14 is fixed to the inner race shaft 13.
An annular piston 15 is fitted between the inner peripheral wall 14A and the inner peripheral wall 14B to form a hydraulic servo C-0 of the clutch C0 that engages and releases the carrier P0 and the first hydraulic servo drum 14. A return spring 16 that presses the piston 15 toward the hydraulic servo C-0 side, and an outer peripheral wall 14
A clutch C0 is attached to the inside of A, and the first hydraulic servo drum 14 and inner race shaft 13 are connected to the carrier P0 via the clutch C0. A one-way clutch F0 having the inner race shaft 13 as an inner race is provided on the inner periphery of the first hydraulic servo drum 14, and a clutch C0 and a brake B0 are provided on the outer periphery between the outer race 17 and the transmission case 130. A piston 18 that presses the brake B0 is fitted in front of the intermediate support wall 132 behind the brake B0, and the brake B is inserted between the piston 18 and the intermediate support wall 132.
0 hydraulic servo B-0 is formed, and the intermediate support wall 132
A return spring 19 that presses the piston 18 toward the hydraulic servo B-0 side is attached to the inner peripheral portion 135 of the front end of the
is embedded. The underdrive transmission 300B includes, at the front, a second hydraulic servo drum 20 that opens rearward.
is rotatably fitted on the outer periphery of the center support 131 of the intermediate support wall 132, and an annular piston 21 that presses the clutch C2 is fitted between the outer circumferential wall 20A and the inner circumferential wall 20B, and the annular piston 21 and the second hydraulic servo A return spring 22 forms the hydraulic servo C-2 of the clutch C2 between the drum 20 and presses the annular piston 21 toward the hydraulic servo C-2 on the inner peripheral wall 20B, and the clutch C2 is mounted inside the outer peripheral wall 20A. ing. Behind the second hydraulic servo drum 20, a third hydraulic servo drum 24, which is open to the rear and has an annular protrusion 23 at the front, is fixed to the outer periphery of the flange portion 111 at the rear of the intermediate transmission shaft 11. The rear end of the shaft 11 and the outer peripheral wall 2 of the third hydraulic servo drum 24
An annular piston 25 that presses the clutch C1 is fitted between the annular piston 25 and the outer periphery of the flange portion 111 to form a hydraulic servo C-1 of the clutch C1 between the annular piston 25 and the third hydraulic servo drum 24. An annular piston 25 is located on the inner circumferential side of the
A return spring 26 presses the hydraulic servo C-1 toward the hydraulic servo C-1 side, and a clutch C2 is attached to the outer periphery of the annular protrusion 23.
Hydraulic servo drums 20 and 24 are connected.
A second planetary gear unit U1 is provided behind the third hydraulic servo drum 24, and its ring gear R1
is connected to the third hydraulic servo drum 24 via a clutch C1 and an annular protrusion 28 protruding in front of a rotation support member 27 that rotatably supports the ring gear R1 on the outer periphery of the output shaft 12; The carrier P1 is spline-fitted to the front outer periphery of the output shaft 12, and the sun gear S1 is integrally formed at the tip of a sun gear shaft 29 rotatably provided on the outer periphery of the output shaft 12. Also, the connecting drum 3 is shaped so as to cover the second and third hydraulic servo drums 20, 24 and the second planetary gear unit U1 in a minimum space.
0 is the second hydraulic servo drum 20 at its front end.
The rear end is fixed to the outer periphery of the second planetary gear unit U.
A belt brake B1 is connected to the sun gear shaft 29 at the rear of the belt brake B1, and is provided on the outer circumferential side for fixing and releasing the connecting drum 30. A brake plate b2 of the front brake B2 and a brake plate b3 of the rear brake B3 are spline-fitted to a spline 136 formed on the inner periphery of the rear part of the transmission case 130. A fourth hydraulic servo drum 32 that is open toward the front and has an annular projection 31 on the front side is spline-fitted. An annular piston 33 that presses the brake B2 is fitted between the outer peripheral wall 32A of the fourth hydraulic servo drum 32 and the annular projection 31.
and the fourth hydraulic servo drum 32 between the brake B2 and the fourth hydraulic servo drum 32.
In addition to forming the hydraulic servo B-2, the inner peripheral wall 3
A return spring 34 is provided on the 2B side to press the annular piston 33 toward the hydraulic servo B-2 side. Further, an annular piston 33 that presses the brake B2 is fitted, and a one-way clutch F1 with the sun gear shaft 29 as an inner race is provided on the inner peripheral side of the brake B2 between the annular piston 33 and the fourth hydraulic servo drum 32. A brake B2 is attached to the outer periphery of the outer race 35. Rear support 13 of rear support wall 134 on the rear side of brake B2
A plurality of pistons 371 and 373 for pressing the brake B3 and a reaction sleeve 372 are fitted into the annular hole 36 formed between the outer circumference of the brake B3 and the transmission case 130, thereby forming a hydraulic servo B-3 of the brake B3. , also piston 371,
A return spring 38 that presses the hydraulic servo 373 toward the hydraulic servo B-3 is supported by a return spring attachment 38A attached to the tip of the rear support 133. The inner race 39 of the one-way clutch F2 arranged on the inner periphery of the brake B3 is connected to the fourth hydraulic servo drum 32 on the outer periphery of the sun gear shaft 29, and the outer race 40 of the one-way clutch F2 is connected to the fourth hydraulic servo drum 32 on the outer periphery of the sun gear shaft 29.
A brake B3 is attached to the outer periphery of the brake B3. In the third planetary gear device U2, the sun gear S2 is connected to the sun gear shaft 2.
9, the carrier P2 is connected to the outer race 40 of the one-way clutch F2 on the front side, and is also connected to the brake B3, and a ring gear R2 having a parking gear 41 around the outer periphery is connected to the output shaft 12 on the inner periphery. are connected via a spline-fitted connecting member 42. The parking gear 41
moves the automatic transmission shift lever to Park (P)
When the position is selected, a parking claw 43 is provided so as to mesh with the parking gear 41 and fix the output shaft 12. The automatic transmission 100 controls the throttle opening of the engine by a hydraulic control device 400 in a valve body 404, which has an oil strainer 403 built into an oil pan 402 fastened to the lower part of a transmission case 130 by bolts 401. The clutches and brakes, which are frictional engagement elements, are selectively engaged or released depending on vehicle driving conditions such as vehicle speed, and automatic transmission with four forward speeds including overdrive (O/D) and manual transmission are possible. A one-speed reverse gear shift is performed by only one reverse gear. A shift lever (not shown) provided at the driver's seat for driving the manual valve of the hydraulic control device 400
has shift position SP in each range of P (parking), R (reverse), N (neutral), D (drive), S (second), and L (low),
This shift position SP and gear stage 4th speed (4),
Table 2 shows an example of the operational relationships among the third speed (3), second speed (2), first speed (1), clutch, and brake.

[Table] In Table 2, ◯ in S1 and S2 indicates that the solenoid is energized, and × in S1, S2, and S3 indicates that the solenoid is not energized. ◎ in S3 is in a lock-up state when energized, and is released from the lock-up state when not energized. E indicates that the corresponding clutch or brake is engaged, and x indicates that the corresponding clutch or brake is released. L
The corresponding one-way clutch is engaged in the engine drive state, but this engagement is not necessarily required since power transmission is guaranteed by the clutch or brake built in parallel. (lock). (L) indicates that the corresponding one-way clutch will only engage in engine drive conditions and will not tend to engage in engine brake conditions. Furthermore, f indicates that the corresponding one-way clutch is free. The hydraulic control device 400 includes an oil strainer 403 built in an oil pan 402, a hydraulic pump 411, a cooler bypass valve 415, a pressure relief valve 416, a release clutch control valve 417, and a release brake control valve 41.
8. Lock-up relay valve 420, pressure regulating valve (regulator valve) 430, second pressure regulating valve 45
0, cutback valve 460, lockup control valve 470, first accumulator control valve 480,
The second accumulator control valve 490, the throttle valve 500, the manual valve 510, the 1-2 shift valve 520, the 2-3 shift valve 530, the 3-4 shift valve 540, and the intermediate valve that adjusts the hydraulic pressure supplied to the brake B1. Day eight coast modulator valve 545, low coast modulator valve 550 that adjusts the hydraulic pressure supplied to hydraulic servo B-3, accumulator 560 that smoothly engages clutch C0, and adjusts the engagement of brake B0. Accumulator 570 for smooth engagement of clutch C2, Accumulator 580 for smooth engagement of clutch C2, Accumulator 590 for smooth engagement of brake B2, and hydraulic servo C- for clutches C0, C1, and C2. 0, C-1, C-2 and brake B
0, B1, B2, B3 hydraulic servo B-0, B-
1, B-2, B-3, flow control valves 601, 604 with check valves that control the flow rate of supplied pressure oil;
605, 606, 607, 608, 609, shuttle valve 602, electronic control device (computer)
1st solenoid valve S1, 1-2 shift valve 52 that opens and closes with the output of and controls 2-3 shift valve 530
a second solenoid valve S2 that controls both the 0 and 3-4 shift valves 540; a third solenoid valve S3 that controls both the lockup relay valve 420 and the lockup control valve 470; Consisting of oil passages that connect the hydraulic cylinders, ST1, ST2, ST3, ST
4 indicates an oil strainer provided between each oil passage, and a manual valve 5 is installed downstream of the pressure regulating valve 430.
The oil passage 1 upstream of the oil passage 10 is provided with an accumulator 600 according to the present invention. Oil strainer 403 from oil pan 402
The hydraulic oil pumped up by the hydraulic pump 411 is adjusted to a predetermined oil pressure (line pressure) by a pressure regulating valve 430 and then supplied to the oil path 1 . The pressure regulating valve 430 has a spring 4 at the top in the figure.
The spool 432 has a spool 432 on which a piston 31 is placed on its back, and a plunger 438 that is connected in series in contact with the spool 432. and a spring load from the spring 431, and when moving backward, it also receives line pressure applied from the oil passage 5 to the lower end land 437 of the plunger 438, and feedback pressure of the line pressure applied to the lower end land 433 of the spool 432 from the other side. The line pressure is adjusted to adjust the communication area between the oil passage 1, the oil passage 6, and the drain port 435, and output line pressure to the oil passage 1 according to vehicle running conditions. In the accumulator 600, the upper part in the figure is the oil passage 1.
A housing 611 that communicates with the cylinder chamber 610 and defines the cylinder chamber 610 is slidably provided between one position in the cylinder chamber 610 which is the upper part of the drawing, and the other position, and an housing 611 that communicates with the housing 611 defines the cylinder chamber 610. Murator room 6
Accumulator piston 613 defining 12
and a spring 6 that always biases the accumulator piston 613 toward one position, which is the upper position in the figure.
14 and the spring 614 are arranged, and the cylinder chamber 6
It consists of an oil drain chamber 615 which is a chamber on the opposite side of the accumulator chamber 612 in 10, and an oil drain port 616 that drains oil from inside the oil drain chamber 615.
is set to about 0.5 kg/ ^cm2 lower by the line pressure of oil line 1 regulated by pressure regulating valve 430, and
When line pressure is supplied to the hydraulic servo B-3 and hydraulic servo C, hydraulic oil is accumulated in the accumulator chamber 612 due to the line pressure, and the capacity of the accumulator chamber 612 is the same as that of hydraulic servo B-3 and hydraulic servo C in this embodiment. -2 and the total volume of the accumulator chamber 583 of the accumulator 580. In the throttle valve 500, a cam 505 rotates in accordance with the amount of depression of the accelerator pedal, and a throttle plunger 501 strokes, thereby creating a spring between the throttle plunger 501 and a spool 502 on which a spring 504 is disposed downward in the figure. The spool 502 is moved via the oil passage 503 to adjust the line pressure supplied from the oil passage 1 to a throttle pressure corresponding to the throttle opening and output it to the oil passage 9. The second pressure regulating valve 450 includes a spool 452 with a spring 451 mounted on its back in the upper direction in the figure. The spool 452 receives feedback from the hydraulic pressure of the oil passage 6 from the lower side in the figure, receives the spring load of the spring 451 from the upper side in the figure, and is displaced, thereby adjusting the degree of communication between the oil passage 6, the lubricating oil supply oil passage 7, and the drain port 455. and adjust the pressure in the oil passage 6 to a predetermined secondary line pressure (torque converter pressure), and supply surplus oil to the oil passage 7, and connect the lubricating oil passage L1 and extension from the oil passage 7 to the transmission drive device 300 side. The lubricating oil path L2 and the lubricating oil path L2 into the housing 140 are branched and supplied. The manual valve 510 is connected to a shift lever provided on the driver's seat, and is manually operated to switch between P (parking) and R according to the range of the shift lever.
(Reverse), N (Neutral), D (Drive),
Move to the S (second) and L (low) positions.
Table 3 shows the communication state between oil passage 1 and oil passages 2 to 5 in the shift range of each shift lever. ○ indicates the case where line pressure is supplied through communication, and x indicates the case where the line pressure is exhausted.

[Table] The first solenoid valve S1 generates high-level solenoid pressure (equal to line pressure) in the oil passage 2E that communicates with the oil passage 2 via the orifice 622 when it is not energized, and when it is energized, the pressure in the oil passage 2E is generated. Drains oil and creates low level solenoid pressure. The second solenoid valve S2 generates high-level solenoid pressure in the oil passage 1H that communicates with the oil passage 1 via the orifice 632 when it is not energized, and discharges the pressure oil in the oil passage 1H when it is energized to generate a low-level solenoid pressure. arise. The third solenoid valve S3 is connected to the illustrated upper end oil chamber 42 of the lock-up relay valve 420, which communicates with the oil passage 2D that communicates with the oil passage 2A via the orifice 642.
1 and the oil pressure in the illustrated upper oil chamber 471 of the lock-up control valve 470. When the third solenoid valve S3 is energized, the upper end oil chambers 421, 47
1 generates high-level solenoid pressure to press the spools 422, 472 and position them in the lower position in the figure.When the power is not energized, the pressure oil in the upper end oil chambers 421, 471 is discharged, and the solenoid pressure is reversed to a low level, and the oil is Line pressure by path 1 and spring 423,
473 positions the spools 422, 472 at the upper position in the figure. Table 2 shows the first control unit controlled by the electronic control circuit.
The relationship between energization (◯) and non-energization (x) of the second solenoid valves S1 and S2, the shift position of the shift lever, and the speed change state of the automatic transmission is shown. The 1-2 shift valve 520 has a spring 52 located downward in the figure.
1, and when the second solenoid valve S2 is de-energized and high-level solenoid oil pressure is generated in the oil passage 1H, the high-level solenoid pressure enters the illustrated upper end oil chamber 524,
By applying the oil pressure, the spool 522 is set to the lower position in the figure and becomes the first speed position, and when the second solenoid valve S2 is energized and the pressure oil in the oil path 1H is discharged to reach the low level solenoid pressure. The spool 522 is set upward in the figure to obtain a position other than the first speed. In the 3rd and 4th speeds, line pressure enters the lower end oil chamber 523 from the oil passage 1C that communicates with the oil passage 1B via the oil passages 1 and 2-3 shift valve 530, and the spool 522 is activated regardless of the solenoid pressure. It is fixed at the top as shown. The 2-3 shift valve 530 has a spring 53 located downward in the figure.
When the first solenoid valve S1 is energized, the oil passage 2E becomes a low level solenoid pressure, and the spool 532
are set upward in the figure by the action of the spring 531.
2 and R speed positions, and the first solenoid valve S
1 is de-energized, high-level solenoid pressure is generated in the oil passage 2E and applied to the oil chamber 534,
Due to the action of this solenoid pressure, the spool 532 is set downward in the figure to the third and fourth speed positions. When line pressure is supplied to the oil passage 4, the lower end oil chamber 53
3 is supplied with line pressure, and the spool 532 is fixed upward in the figure regardless of the solenoid pressure. The 3-4 shift valve 540 has a spring 54 located downward in the figure.
1, and when the second solenoid valve S2 is de-energized, the oil path 1H
High-level solenoid pressure enters the upper end oil chamber 543 through the spool 542, and the spool 542 is set at the lower position in the figure, which is the fourth gear (overdrive) position, and when the second solenoid valve S2 is energized, the oil passage is 1H
is exhausted, and the spool 542 is released under the action of the spring 541.
is set upward in the figure. oil path 1 or oil path 3,
When line pressure is supplied to the lower end oil chamber 544 through the 2-3 shift valve 530 and the oil path 1A, the spool 542 is fixed upward in the figure (other than 4th gear) by the line pressure and the action of the spring 541. Ru. The cutback valve 460 receives the spring load of a spring 461 placed behind it from above in the figure, and has a spool 462 that is displaced by receiving the line pressure of the oil passage 2A from the other side, and the line pressure is supplied to the oil passage 2A. The spool 462 is set upward in the figure to communicate the oil passage 9 in which throttle pressure is generated with the cutback pressure output oil passage 9A, outputting the throttle pressure as cutback pressure, and controlling the throttle valve 50.
A cutback pressure is applied to the lower end land 507 of the spool 502 shown in FIG. By lowering the level of the throttle pressure, the spool 43 of the pressure regulating valve 430, which uses the throttle pressure as the input oil pressure,
2 is displaced upward in the figure, and the line pressure of the oil passage 1 is discharged from the drain port 435 to lower the level, so-called line pressure cutback is performed. The first accumulator control valve 480 has a spool 481 at the bottom in the drawing, and a plunger 483 which is connected in series with the spool 481 at the top in the drawing and has a spring 482 on its back.The spool 481 connects the oil passage 1 from below. The line pressure is applied to the lower end oil chamber 484 from above through the spring load from the spring 482, and the upper end oil chamber 48 is applied from the oil passage 1M via the orifice 633.
It is displaced in response to the feedback of the output oil pressure applied to the oil passage 1M, adjusts the line pressure supplied from the oil passage 1, and outputs the output oil pressure from the oil passage 1M to the second accumulator control valve 490. The second accumulator control valve 490 has a spool 492 with a spring 491 mounted on its back in the lower part of the figure, and an orifice 496 in an upper end land 493 of the spool 492 that communicates an upper end oil chamber 494 and an intermediate oil chamber 495. is formed, and the spool 492 receives a spring load from the spring 491 from below and a throttle modulator pressure applied from the oil passage 9 to the lower end land 497 of the spool 492. Upper end oil chamber 494
The output hydraulic pressure supplied from oil passage 1M is displaced in response to the feedback oil pressure applied to oil passage 1K.
Accumulators 570, 580, 59 through
0 back pressure ports 571, 581, 591 to the back pressure chambers 572, 582, 592 to control the back pressure of each accumulator 570, 580, 590, and the back pressure from the back pressure chambers 572, 582, 592 The back pressure output oil pressure is sent to the upper end land 4 via the oil passage 1K.
93, the spool 492 is set downward in the drawing, the oil passage 1K and the drain port 499 are communicated via the intermediate oil chamber 495, and the back pressure output oil pressure supplied to the oil passage 1K is exhausted. Next, the operation of the hydraulic control device 400 by manual shifting of the manual valve 510 will be explained. When manual valve 510 is set to N range or P range. As shown in Table 3, oil passage 1 does not communicate with any of oil passages 2 to 5, and as shown in Table 1, the first solenoid valve S1 is energized and the second solenoid valve S2 is de-energized. Therefore, the spool 522 of the 1-2 shift valve 520 is positioned at the lower position in the figure due to the action of the high level solenoid pressure, and the spool 532 of the 2-3 shift valve 530 is positioned at the upper position in the figure due to the action of the spring 531. 3-3 for supplying line pressure to the lower end oil chamber 544 of the shift valve 540 via the oil passage 1A.
The spool 542 of the 4-shift valve 540 is set upward in the figure and is connected to the oil passage 1, without going through the manual valve 510.
Only the clutch C0, which is in communication via the 3-4 shift valve 540, oil passage 1F, flow control valve with check valve 601, and oil passage 1E, is engaged. When manual valve 510 is set to D range. As shown in Table 3, line pressure is supplied to the oil passage 2 and the clutch C1 is engaged. In the first gear when the vehicle is started, as shown in Table 2, the first solenoid valve S1 is energized, the second solenoid valve S2 is de-energized, and the spool 522 of the 1-2 shift valve 520 is located at the lower side in the figure, and the brake is activated. B1,B
Since the oil passages 3B and 2A communicating with the brake B3 are discharged and no oil pressure is supplied to the oil passage 5C communicating with the brake B3, the brakes B1, B2, and B3 are released, and the 2-3 shift valve 530 spool 53
2 is set upward in the figure, the pressure in the oil passage 1B is exhausted, the clutch C0 is released, and line pressure is supplied to the lower end oil chamber 544 of the 3-4 shift valve 540 via the oil passage 1A. The spool 542 is set upward in the figure, and the oil passage 1, 3-4 shift valve 540,
It engages with clutch C0 via oil passage 1F, and oil passage 1
B is depressurized, clutch C2 is released, and oil path 1
Since line pressure is being supplied to F, the oil passage 1D is depressurized, the brake B0 is released, and the vehicle runs in the first speed as described above. During gear shifting, when the vehicle speed reaches a preset value according to the throttle opening, the second solenoid valve S2 is energized by the output of the electronic control device.
-2 The solenoid pressure applied to the upper end oil chamber 524 of the shift valve 520 is reversed to the low level, so the 1
The spool 522 of the -2 shift valve 520 moves upward in the figure, and the oil passage 2, the 1-2 shift valve 520, the oil passage 2A, the flow control valve with check valve 608, and the oil passage 2B.
Hydraulic pressure is supplied through , and brake B2 is engaged to cause an upshift to second gear. Upshifting to third gear is performed by de-energizing the first solenoid valve S1 by the output of the electronic control device when the vehicle speed, throttle opening, etc. reach predetermined values.
The spool 532 of the shift valve 530 moves downward in the figure, and the oil passages 1, 2-3 shift valve 530, oil passage 1
B, hydraulic pressure is supplied through the shuttle valve 602, the flow control valve with check valve 608, and the oil passage 1P, and the clutch C2 is engaged, and at the same time, the 1-2 shift valve 520
The spool 522 is connected from the oil passage 1C to the lower end oil chamber 523.
It is fixed at the upper position in the figure (other than the first speed) by the line pressure supplied to the position. For upshifting to 4th speed, the second solenoid valve S2 is de-energized by the output of the electronic control device as described above, and the solenoid pressure that was being supplied from the oil passage 1H to the upper end oil chamber 543 of the 3-4 shift valve 540 is reduced. It is reversed to the high level, the spool 542 of the 3-4 shift valve 540 moves downward in the figure, the oil passage 1F is evacuated, and the oil pressure is supplied to the oil passage 1D. Hydraulic pressure is supplied to the oil passage 1G, the clutch C0 is released, and the brake B0 is engaged. When manual valve 510 is set to S range. As shown in Table 3, line pressure is supplied to oil passage 3 in addition to oil passage 2. The 1st, 2nd, and 3rd speeds are shifted in the same way as in the D range, but the lower end of the 3-4 shift valve 540 is passed through the oil path 1 or 3, the 2-3 shift valve 530, and the oil path 1A. Since line pressure enters the oil chamber 544 and the spool 542 is set upward in the drawing, a shift to fourth speed is prevented. In addition, in the second speed, C0, like the D range second speed,
Line pressure is supplied to C1 and B2, and oil passage 3
Line pressure is supplied to the intermediate eight coast modulator valve 545 via the 2-3 shift valve 530, oil passage 3A, 1-2 shift valve 520, and oil passage 3D. The hydraulic pressure regulated by the regulator valve 545 is supplied to the oil passage 3B, the brake B1 is engaged, and the second speed in which both the brake B2 and the brake B1 are constantly engaged is achieved, and the S range second speed is coasting. At times, the engine brake works and the transmission torque capacity increases. Furthermore, if the manual valve 510 is in the D position and a D-S shift is performed manually while running in fourth gear, the line pressure is introduced into the lower end oil chamber 544 of the 3-4 shift valve 540 as described above, so that the third A downshift is performed quickly. When manual valve 510 is set to L range. As shown in Table 3, in addition to oil passage 2 and oil passage 3, oil passage 4
Line pressure is also supplied to the 1st and 2nd speed is D above
The same shift as in the range is made, but oil line 4
Since line pressure enters the lower end oil chamber 533 of the 2-3 shift valve 530 and fixes the spool 532 upward in the figure, no shift to third speed occurs. Also the first
The speed is oil passage 4, 2-3 shift valve 530, oil passage 4A,
Low coast modulator valve 550, oil path 4B,
The brake B3 is engaged by hydraulic pressure supplied through the 1-2 shift valve 530 and the oil path 5C, and engine braking is activated. The second speed is the same as when the manual valve 510 is shifted to the S range. Furthermore, when a manual shift is made to the L range while driving in the 3rd gear state, the line pressure is introduced into the lower end oil chamber 533 of the 2-3 shift valve 530 to immediately downshift to the 2nd gear, and the planned speed is reached. At the moment of deceleration, the output of the electronic control device energizes the second solenoid valve S2,
Causes a 2-1 downshift. When manual valve 510 is set to R range. As shown in Table 3, oil passages 2, 3, and 4 are depressurized and oil pressure is supplied to oil passage 5. Since line pressure is not supplied to the oil passages 2 and 3 communicating with the clutch C1 and the brakes B1 and B2, the clutch C1 and the brakes B1 and B2 are released. The oil pressure supplied to the oil passage 5 engages the clutch C2 via the shuttle valve 602, the flow control valve with check valve 603, and the oil passage 1P, and the 1-2 shift valve 520 is applied to the lower end via the oil passage 1C. Since line pressure is supplied to the oil chamber 523, the spool 522 is set upward in the drawing, line pressure is supplied to the oil passage 5C, and the brake B3 is engaged. Since the first solenoid valve S1 is energized, the solenoid pressure in the upper oil chamber 543 of the 2-3 shift valve 540 is at a low level.
The spool 532 is set upward in the figure, and the oil passage 1,
2-3 shift valve 530, 3-4 via oil path 1A
Line pressure is supplied to the lower end oil chamber 544 of the shift valve 540, the spool 542 is set upward, and line pressure is supplied from the oil passage 1 to the oil passage 1F via the 3-4 shift valve 540 to engage the clutch C0. match,
Since the oil passage 1D communicating with the brake B0 is depressurized, the brake B0 is released and the vehicle travels in reverse. The operation set to the R range will be explained based on the graph of FIG. 3. Solid line A is pressure regulating valve 43
Line pressure of oil path 1 regulated to 0, solid line B is supply pressure to hydraulic servo B-3, solid line C is hydraulic servo C
-2 shows the supply pressure, and the solid line E shows the output shaft torque.
In the N range state, line pressure A is the pressure regulating valve 43.
At this time, the supply pressure B of hydraulic servo B-3 and the supply pressure C of hydraulic servo C-2, which are maintained at about 5.5Kg/cm ² by the operation of 0 and hydraulic pressure is supplied in the R range, are as follows.
Since hydraulic pressure is not supplied, it is assumed to be 0Kg/cm ² ,
The back pressure is regulated to line pressure A and is 2Kg/cm ² . At this time, the output shaft torque is 0 because the power of the intermediate transmission shaft 11 is not transmitted to the output shaft 12.
Kgf・m is shown. When shifting from the N range to the R range at time 0 seconds, the line pressure supplied to the oil passage 5 flows into the pressure regulating valve 430, is applied to the lower end land 437, presses the plunger 438 downward in the figure, and presses the plunger 438 downward in the figure. The spool 432 is moved slightly downward in the drawing, and the line pressure is set to 6 kg/cm ² . By setting to R range, hydraulic oil is supplied to hydraulic servo B-3 and hydraulic servo C-2 from line pressure A, and the rotation speed is low (idling state), and the supply amount from oil pump 411 is slightly insufficient. At this time, the piston 613 in the accumulator chamber 600 connected to the oil passage 1 is pressed by the spring 614 and the piston 613 in the accumulator chamber 600 is connected to the oil passage 1.
In order to supply the hydraulic oil accumulated in the hydraulic oil line 2 to the oil path 1, the amount of hydraulic oil supplied from the oil pump 411 is supplemented to prevent line pressure A from decreasing, and the hydraulic servo B-3 and hydraulic servo C- Supply hydraulic oil to 2 and 2. Hydraulic servo B-3 via oil passage 5, 1-2 shift valve 521, oil passage 5C, oil passage 5, 1C, 1P
However, since the hydraulic servo C-2 is connected to the accumulator 580 via the oil path 1P, the brake B3 is first engaged and the third The carrier P2 of the planetary gear unit U2 is fixed, and the clutch C2 accumulates pressure and is delayed by the action of the accumulator 580, and hydraulic oil is gradually supplied into the hydraulic servo C-2, so that the clutch C2 is smoothly engaged. Done, Clutch C
0 engagement, the power transmitted to the intermediate transmission shaft 11 at a reduction ratio of 1 is transmitted to the sun gear S2 of the third planetary gear unit U2 via the clutch C0, the coupling drum 30, and the sun gear, and then through the rotation of the pinion gear. Driving ring gear R2 and applying a reduction ratio to output shaft 12
1/r (r = number of teeth of sun gear S2/ring gear R
It transmits the power of 2 teeth) and outputs it like the output shaft torque (because the output is on the negative side because it is running in reverse). Manual valve 510 is shifted to each range D or S, line pressure is generated in oil passage 2, and 1-
When the 2-shift valve 520 is set to the upper position in the figure (other than 1st speed), line pressure is generated in the oil passage 2A, and the upper end oil chamber 42 of the lock-up relay valve 420
1 through oil passage 2D. When the third solenoid valve S3 is energized together with this line pressure and the oil pressure in the upper end oil chamber 421 is at a high level,
The spool 422 of the lock-up relay valve 420 is moved downward in the figure so that the oil passage 6 and the oil passage 6B communicate with each other.
A direct coupling clutch 209 provided within the torque converter 200 is engaged by hydraulic pressure, and the torque converter 200 becomes in a directly coupled state. When no line pressure is generated in the oil passage 2A or when line pressure is generated in the oil passage 2A, the third solenoid valve S3 is de-energized and a low level solenoid pressure is generated in the upper end oil chamber 421, the oil passage 1 The spool 422 is positioned at the upper position in the figure due to the line pressure supplied from the lower end oil chamber 424 to the lower end oil chamber 424 . While the spool 422 is positioned upward in the figure, the oil passage 6 is in communication with the oil passage 6A, and the direct coupling clutch 2 provided in the torque converter 200 is connected to the oil passage 6A.
09 has been released. Note that when the spool 422 is set upward in the figure (not in the lock-up state), the oil passage 6 is connected to the torque converter 200.
The secondary line pressure (torque converter pressure) supplied to B is supplied to the oil cooler O/C via the lock-up relay valve 420 and the oil path 6C.
When the spool 422 is set downward in the figure (locked up state), the oil passage 6 is connected to the sleeve 4.
Oil passage 6C from orifice 427 provided in 25
The oil is supplied to the oil cooler O/C through the oil passage 1 and from the orifice 426 formed in the sleeve 425 of the lock-up relay valve 420 to the oil cooler O/C through the oil passages 6F and 6C. In the above embodiment, back pressure was not applied to the accumulator 600, but back pressure may be applied. Further, the back pressure in that case may be changed depending on the shift position. In the above embodiment, the accumulator 600 is provided upstream of the manual valve 510, but it may also be provided downstream of the manual valve 510 to accommodate other oil passages. In the above embodiment, the accumulator 600 is provided downstream of the pressure regulating valve 430, but it may also be provided upstream and between the downstream of the oil pump 411.

[Brief explanation of the drawing]

FIG. 1 shows a hydraulic circuit of a hydraulic control device for a vehicle automatic transmission to which the hydraulically controlled automatic transmission of the present invention is applied, and FIG. 2 shows a vehicle automatic transmission to which the hydraulic control device shown in FIG. 1 is applied. Figure 3 is a graph showing the fluctuations in oil pressure and output shaft torque when shifted from the neutral range to the reverse range, Figure 4 is a schematic diagram of the automatic transmission currently in use, and Figure 5 is a schematic diagram of the automatic transmission currently in use. The figure shows a hydraulic circuit of a hydraulic control device applied to the automatic transmission shown in FIG. 4. In the figure, 100... automatic transmission, 200... torque converter, 300... variable speed drive device, 400
... Hydraulic control device, 411 ... Oil pump, 4
30...Pressure regulating valve, 560, 570, 580,
590,600...accumulator.

Claims (1)

[Claims] 1. An oil pump that is driven by engine rotation and discharges oil in accordance with the engine rotation speed; and an oil pump that receives oil discharged by the oil pump and is required in a hydraulic circuit. a pressure regulating valve that regulates hydraulic pressure and outputs it to a pressure regulating oil passage; a manual valve that is connected to the pressure regulating oil passage and selectively distributes the oil regulated by the pressure regulating valve; and the manual valve. a plurality of hydraulic servos that selectively receive oil distributed by the hydraulic servos to engage and disengage a plurality of frictional engagement elements including those for forward movement and reverse movement; 1. A hydraulically controlled automatic transmission comprising: an accumulator for accumulating oil pressure regulated by a hydraulically controlled automatic transmission.